Valve mechanism.



PATENTED JUNE 14, 19-04.

- G. BOWEN.

v VALVE MECHANISM.

APPLIOATION FILED JULY 17, 1903.

2 SHBETS-SHEET 1.

H0 MODEL.

il a No. 762,680. PATENTED JUNE 14, 1904.

G. BOWEN.

VALVE MECHANISM. APPLIOATION FILED JULYM, 1903.

N0 MODEL.

gamma-SHEET 2.

Patented June 14, 1904.

PATENT OFFICE.

Gl/VILYM BOWEN, OF COUNTY OF GLAMORGAN, ENGLAND.

VALVE MECHANISM.

SPECIFICATION forming part of Letters Patent No. 7 62,680, dated June 14, 1904.

Application filed July 17, 1903. Serial Ila-165,981. (N0 model.)

To all whom it may concern.-

Be it known that I, GWILYM BOWEN, a citizen of the United States of America, residing at Nantyifyllon Farm, Maestey, Glamorganshire, South Vales, England, have invented certain new and useful 1m provements in Valve Mechanism, of which the following is a specification.

This invention relates to valve mechanism for use in connection with automatic air-brake apparatus, it being of that kind commonly known as triple valve The triple-valve mechanism'operates in connection with an auxiliary air-reservoir, a brake-cylinder, an airpump, and a train-pipe in the usual way; and one of the objects of the invention is to provide an organization of the character set forth so constructed that the train cannot be started until about the normal working pressure of air has been obtained in the auxiliary reservoir or reservoirs, provided, of course, the reservoir contains a minimum pressure of air by virtue of which the dangerous practice of starting trains with a very low pressure in the reservoirs with a View of obtaining the maximum pressure en route is prevented.

Another object is to reduce the effective surfaces of the valves, so as to avoid the possibility of their beingheld by frost or friction. This I accomplish by providing cone or equivalent valves instead of slide-valves, as is ordinarily done. I also provide means operated by the sudden momentary reduction of pressure in the train-pipe to open up communication directly between the latter, the auxiliary air-reservoir, and the brake-cylinder in order to utilize a large portion of train-pipe air in each emergency application of the brake.

Another object is to provide a large screen between the valve mechanism and a dust or drip chamber,so that the air in passing through such screen will deposit the light dust against it, while the heavy dust will fall back into the dust or drip chamber. The apparatus includes a piston working in a chamber at the inlet of which this screen is disposed, the parts being so organized that when the train-pipe pressure is reduced the piston will fall, causing the air between the screen and the piston to flow back into the train-pipe, and thus cause the fine dust deposited on said screen to fall into the dust or drip chamber, thereby preventing the choking trouble common with the usual systems.

Another featureof the invention is a retention-valvebetween the feed-port auxiliary airreservoir and the train-pipe to prevent air returning from said reservoir to the trainpipe with very slight reduction of pressure therein.

Another object is to make the base portion of the valve mechanism of such form that the connections to the train-pipe, auxiliary airreservoir, and the brake-pylinder need not be broken in case of inspection, cleaning, or repairs of the valves. Y

By virtue of the improved arrangement a simple and efficient structure is obtained, one

that is less liable to get out of order than that of the ordinary kind,and one in which the engineer will have entire control of the brake system, enabling him to recharge the auxiliary air reservoirs while descending long grades Without the use ofhand-operating airretaining valves.

The invention in one simple embodiment thereof will be set forth in the following description, while the novelty thereof will constitute the basis of the claims succeeding such description, said invention being illustrated in the accompanyingdrawings, forminga part of this specification, and in which Figure 1 is a vertical section of the improved triple-valve mechanism, showing its connection with a brake-cylinder, an auxiliary air-reservoir, and a train-pipe, such three lastnamed parts being illustrated by dotted lines. Fig.2 is a plan view of the valve mechanism with the cap removed, and Fig. 3 is a sectional detail illustrating a modification hereinafter more particularly described;

Like characters refer to like parts throughout the several figures.

Referring to Fig. l, the numeral 1 indicates a train-pipe having a branch 1 opening into the drip or dust chamber 2, the bottom of which is provided with a removable plug 3, shown as screw-threaded into place and which can be taken out in order to effect the withdrawal of the dust, condensed water, or other objectionable matter in said drip or dust chamber. The improved triple-valve mechanism involves in its organization a casing denoted in a general way by 2 and of which the drip chamber or cup 2 forms a part. Said casing 2 will be hereinafter more particularly described. The numeral 4 indicates a pipe extending from the casing 2 to the brake-cylinder 4, the latter being of the usual construction, while a pipe 5 extends from said casing to the auxiliary reservoir 5, the brakecylinder and auxiliary reservoir with their connections to the casing 2 being illustrated by dotted lines. The casing 2 consists of a circular plate or base-piece 6, having a central depending hub 6, of which the d ust-chamber hereinbefore referred to forms a part, the metallic block or body 6 sustained upon said base piece or plate, and a cap 6", said cap having at its lower edge an annular flange substantially right angular in crosssection overlapping an annular flange upon the block 6, suitable fastening devices passing through the two flanges and base-piece in order to hold the said parts in assembled condition, and the iit between such parts is an air-tight one, packingin practice, although not shown, being usually interposed between the parts in order to insure such air-tight fitting. Upon the inner side of the hub 6 is an annular ledge 6, upon which the screen 8 rests, a grid-like disk 8 being fitted between the screen and the lower edge of the hub 8", depending centrally from the circular body 6 and inclosed by the hub 6. The screen 8 is united to the gridlike disk 8 by a screw 8. The air from the train-pipe 1 enters the dust-chamber 2 and before it enters the block 6" passes through the screen 8, whereby all dust and other ob jectionable matter are separated from the air, so as not to interfere with the proper action of the valve mechanism. The depending hub or tubular extension 8 of the block 6 forms a chamber or space 9, into which the air enters after it passes the screen 8. An elongated passage or port opens at its lower end into the chamber 9 below the piston 11, hereinafter described, and which has an ascending and descending movement in said chamber 9, the opposite end of said port or passage 10 opening into the chamber 11 of the emergency air-retaining valve and the double-seated emergency-valve 13, the valve 12 having a depending portion in bearing contact with a spring 14, arranged in a socket formed in the upper side of said double-seated emergency-valve 13, said valve 12 being held in position by a pin 15, passing through the extended tubular portion of the valve 13 and also through a longitudinal slot in the stem or depending portion of said valve 12, whereby the latter can have a yielding movement relatively to said double-seated emer ency airvalvc. The numeral 16 denotes the seat for the valve 12, and it is screwed into the chamber 11 from the upper side of the same, access thereto being had by way of an opening in the upper side of the block 6, normally closed by the screw-plug 17. The numeral 18 denotes a weighted valve having a seat 19, adapted to be inserted into place through an opening in the top of the block 6", which opening is normally closed by the cap 20. This valve 18 has a depending portion 21, forming a valve, and which normally closes the vent-passage 22, extending through the double-seated valve 23, which controls a passage 24, opening at one end, as will be seen, into the chamber of the valves 18 and 23 and at the other end into what might be considered the storage chamber or space 25. A ventpassage 26 leads from the chamber 27 of said valves 18 and 23 into the atmosphere in order to give free movement to said two valves. The piston 11, as hereinbefore set forth, is mounted for rising-and -falling movement in the chamber 9, and it has a fluted stem 28 extending upward from the center of said piston, its upper end being located in the chamber or space 25. The fluted stem 28 of the piston 11 has a valve 29 at its upper end, adapted to shut oif communication between the space and the piston-chamber 9 when the said piston reaches the bottom of its stroke, thereby preventing loss of air by the piston in case of a temporary break of the train-pipe, it being evident that said valve 29 is arranged to close the upper end of the passage in which said stem vertically travels. The stem 28 of the piston above said valve 29 has a slot to freely receive the end of a lever 30. -The numeral 31 indicates a feed-valve, the stem of which has a projection 32 at its upper end passing through a perforation in an offset 33 on the top of the box 34, fastened suitably to the upper side of the block 6 in the chamber or space 25, the perforated offset serving as an effective guide for said. feed-valve. The numeral 35 inclicates an exhaust-valve mounted in the box 34 and having a projection at the upper end of its stem fitting into a guide-notch or indentation 36 in the top of the valve-box. The lever 30 is fulcrumed upon the valve-box 34, and its short arm works in a slot in the stem of the feed-valve 31. To the fulcrum or pivot of said lever is connected a rocker arm 37, working in a similar slot of the exhaust-valve 35, by means of which the feed and exhaust valves 31 and 35, respectively, are controlled. The connections between the short lever-arm and the rocker-arm 37 are such as to allow the lever and rocker-arm a certain amount of free movement without actuating the valves. \Nhen the piston is at mid-stroke, as indicated at Fig. 1, both the feed and exhaust valves are closed; but it will be seen that the rockerarm 37 is near the upper end of the slot in the stem of the exhaust-valve 35, whereby when the piston 11 is moved upward said exhaustvalve will be opened. The feed-valve 31 controls a port 38, opening into the valve-box 34 and also in communication with one end of the port 39, the opposite end of which'latter opens into the port 40, which, it will be seen, is in communication with the pipe connection 4. The exhaust-valve 35 controls the entering end of the port 41, the opposite end of which leads into the annular channel 42, from which the port or passage 43 leads, the latter opening into the atmosphere. It will be seen that the port 40 has branches opening into the valve-chambers 11 and 27. The feed-valve 31 is shown as being of the same construction as the BXlIELLlS'D-VMVG, and, in fact, all of the valves are shown as having their'working faces tapered; but this construction of course is not essential. Said feed-valve is operated by the extreme outer end of the lever 30- that is to say, upon a downward movement of the'piston 11, due to a reduction in the trainpipe pressure, what is shown as the left arm of the lever will be moved in a corresponding direction, an opposite movement being imparted to the short-or outer arm of said lever, so as to move the valve 31 upward or open the same and permit the air to pass from the space 25, which is' in communication with the auxiliary reservoir 5 by the port or passage 44, port 45, and pipe 5, into the port 38, port 39, port 40, pipe 4 to the brake-cylinder 4 in order to apply the brake. An upward move.- ment of the piston permits the supply or feed valve 31 to close by its own weight and also opens, through the lever 30 and rockerarm 37, the exhaust valve 35 in order to permit the exhaust from the brake-cylinder 4 to pipe 4, port 40, port 39, port 38, valvebox 34, port 41 to valve-controlled channel or port 42 and port 43 to atmosphere, and the mechanism which controls the channel 42 will be hereinafter more particularly described. A gravitative retention-valve 46 is mounted at the upper end of the feed-port 47, the lower end of which opens into the upper side of the piston-chamber 9, and this retention-valve may be of any suitable character. A cap 48 is tapped into the upper side of the block 6 and contains a spring 49, pressing downward on a screw-plug constituting the top of a cylindrical valve 50, which preferably-has'a dead-weight. An air-retaining valve 51 is inclosed by the cylindrical or "hollow valve 50, the lower end of which, it

will be seen, controls the exhaust-channel 42, and thisvalve 51 controls a passage 52, opening into the chamber or interior of the hollow valve, a passage 53 leading from the chamber of said valve 50 to the channel or port 42,.

which latter, it will be remembered, is in communication with .the. atmosphere by way of the port 43. An air-retaining valve 54 is located below the hollow valve 50, its upper cylindrical end being adapted to fit into a recess in the lower part of saidvalve 50 and held therein by a coiled protractile spring 55,

bearing against said valve 54 and also against a fixed and perforated disk 56, fitted in the chamber of said valve 54, which chamber, it will be remembered, is in communication with the port 40. The disk 56 is threaded into place. The valves 18, 23, 50, and 51 are fitted freely in their chambers, for a reason that will hereinafter appear.

The operation of the improved valve mechanism is as follows: Referring to Fig. 1, air from the train-pipe enters the chamber 9 through the screen 8. Leaving said chamber it enters the port 10, traverses the same, and from the latter passes into the chamber 11, past the emergency air-retaining valve 12, normally slightly open, and against the upper side of the double-seated emergency-valve 13, which, it will be seen, is at this time closed. The air entering the chamber 9 forces the piston 11 upward and above the entering end of the port 47, so that such air can pass by way of such port into the large chamber 25 above the several valves. The air from such large chamber 25 with a gradually-increasing pressure enters the port 24 and leaving the latter acts against the two valves 18 and 23. The valves 18 and 23 are of such proportion that the port 22 will be closed against a pressure above that needed to overcome the combined weight of both said valves 18 and 23. hen the pressure against the under sides of the valve overcomes their weight, they will be lifted, and the lower surface of the doubleseated valve 23 is exposed to the air-pressure and is lifted up suddenly, seating the upper portion of the upper valve, and thereby putting the chamber 25 into uninterrupted communication with the brake-cylinder, so that air can flow from said chamber into the chamber 27 and from the latter into the port 40 and from said port to the pipe 4 to the brakecylinder. in order to apply the brake. This is the procedure followed during a test application or that which takes place before a train leaves a depot. By virtue of the clearance between the lower valve and the wall of its chamber the air may pass between said valve and the other one during the time the air in the brake-cylinder and the reservoir is becoming nearly-balanced, at which time the lower valve will seat, whereby the lower section thereof closes the discharge end of the port 24 and prevents the further supply of air to the brake-cylinder. The upper valve 18, however, will be held against its seat by the upward pressure of the air, and the lower valve will be pressed down, whereby the auxiliary valve portion 21 will leave the port 22 open,

thus allowing the reservoir air-pressure to maintain both valves in such position until such air-pressure is so exhausted or reduced as to allow'the upper valve to fall and seat the auxiliary section 21 thereof against the upper 'end of the port 22. When this takes place,

the parts will have resumed their initial posiease resisting an upward air-pressure against tion. The air travels from the space 25 above I the valves through the port 44 into the port 45 and thence through the perforated disk 56 upward and against the valve 54, which, it Will be remembered, is forced downward by the spring 49 by a pressure in the present the valve 54 of forty pounds to the square inch, although of course this pressure may be otherwise. It will be assumed that air at lifteen pounds is retained in the brake-cylinder by the air-retaining valve 51 and that the surface of the valve 50, against which the air acts, is two square inches. Therefore the fifteen pounds air-pressure retained in the brake-cylinder acting upon said valve 50 equals thirty pounds, and the spring 49 exerts a pressure equaling forty pounds. Therefore seventy pounds of reservoir-pressure will be required to lift the valve 54. When the pressure in the reservoir is thus raised, said valve 54 will be raised, and as the piston 11 and exhaust-valve 35 are also raised the air will be exhausted from the brake-cylinder 4 into the atmosphere by Way of the pipe 4, port 40, port 39, port 38, valve-box 34, port 41, channel 42, and port 43. When the air is thus exhausted, the brakes will be released, so that the train may be started. In the present case the stem portion of the valve 54 equals a square inch. Therefore when the reservoir air-pressure used on a grade until it has fallen to, say, thirty pounds, at this pressure the heavy spring above the valve 50 will overcome the reservoir-pressure on the valve 54 and will seat said valve 50. The exhaust-passage is now closed. The reservoir may now be recharged as often as required so long as the pressure therein is not raised above a predetermined standardsay sixty-five pounds. When the end of a grade is near and it is desired to return to the normal condition of working, all that is necessary to do is to increase the reservoir-pressure up to seventy pounds, as hereinbefore described. For ordinary service application a slight decrease of train-pipe pressure will cause the piston 11 to descend, owing to the overbalancing pressure of the chamber 25 acting against the upper side of the same. When the piston lowers, the exhaust-valve 35 will be closed and the supply-valve 31 will be opened by the raising of the outer arm of the lever 30, whereby air can flow from the auxiliary reservoir through the pipe 5, port 44, into the space 25, and from thence into the port 38 through the open feed-valve 31, from thence into the port 39, port 40, and pipe 4 to the brake-cylinder. Should the first application not be sufficient, greater brake-pressure may be secured by further reducing the trainpipe pressure, such reduction in pressure ceasing as soon as the train-pipe pressure and the rcservoir-pressure become balanced. To release the brakes, the train-pipe pressure is increased, whereby the piston 11 will be raised in order to permit the closure of the feedvalve 31 and the opening of the exhaust-valve 35. The exhaust of the air from the brakecylinder 4 after service application is first into the pipe 4, passage 40, port 39, port 38, port 41 by way of the open exhaust-valve 35 to annular port 42, and thence to the atmosphere by way of the port 43. When emergency applications are made, the action is the same, except that the emergency pressure-retaining valve 12 and the double-seated emergency-valve 13 are brought into action, the valve 13 being of such proportion that the auxiliary air-pressure of seventy pounds on the square inch pressing upward against the under and reduced section of said double-seated valve equals the' downward train-pipe pressure of fifty pounds upon the larger or upper surface of said valve 13, so that therefore by exhausting the train pipe pressure from seventy pounds down to fifty pounds or any other de sired pressure the air pressure above the double seated emergency valve is released through the valve 12, which, it will be remembered, is normally opened, so that the emergency-valve will be lifted from its seat and air will flow directly from the reservoir 5 to the brake-cylinder, or these proportions of pressure may be varied. It should be noted that the passage 40 is of much larger area than the combined areas of both passages 24 and 39, Whereby the air at the beginning of the operation in passage 40 will be of very low pressure. In order to secure emergency application, the pressure in the train-pipe may be reduced from approximately seventy pounds to fifty pounds, and air during this time is flowing in the manner hereinbefore set forth. At aservice application there is a probable pressure of two pounds in the brake-cylinder, more or less, according to circumstances, governed by the time the service application has been inaction. l Vhen an emergency application is required,it will be found that a fraction of the air-pressure in the passage 40 will bear upward against the emergency-valve 13, which, added to the reservoir air-pressure thereagainst, overcomes the downward pressure of the train-pipe air upon said emergency-valve, so that the higher the pressure in the brake-cylinder the less reduction of train-pipe pressure Will be required to operate the said emergency-valve, thus producing a greater susceptibility of the same. When the said emergency-valve is lifted, the air flowing into the passage 40 mingles with the air flowing through the port 39, the pressure being reduced to a low point-say about five pounds caused by flowing into an empty space. When the emergency valve 13 is lifted, the emergency air-retaining valve 12 is momentarily seated and subsequently forced open by the train-pipe pressure of about fifty pressed together, and the air from the trainpipe flows through the port 10, passing the open valves 12 and 13 and mingling with the reservoir-air flowing toward the brake-cylinder until the air in said brake-cylinder becomes equally balanced with that of the trainpipe pressure. At this point the spring 14: lifts the air-retaining valve 12 to its seat, thus preventing further increase of air-pressure in the passage 4:0 by air flowing from the trainpipe. The exhaust-valve 35, which, it will be remembered, was closed on the lowering of the piston 11 when the train-pipe pressure was reduced, retains all air in the brake-cylinder until by increasing the train-pipe pressure the brake is released exactly as before described.

In Fig. 3 I have shown a modified arrangement which may be employed instead of the valve 54, hereinbefore described. Referring to said Fig. 3, the numeral 60 denotes a depending central projection upon the cylindrical valve 50, resting upon a flexible diaphragm 62 in the chamber 63, into which the port 45, hereinbei'ore described, opens. This flexible diaphragm 62, it will be seen, upholds the valve 50 in a position to hold the annular working portion of said valve above the annular channel or port 42; otherwise the construction is exactly the same as hereinbefore described, and the same applies to the operation.

The invention is not limited to the exact construction hereinbefore described, for variations as to many of the points hereinbefore described in detail may be made within the scope of the following claims.

'Having thus described the invention, what is claimed is 1. In a device of the class specified, a casing having a chamber adapted to communicate with a train-pipe, a piston in said chamber, a storage-chamber adapted to communicate with an auxiliary reservoir, a valve controlling the flow of air from said storagechamber to a brake-cylinder, a lever pivotally supported between its ends, one end of the lever being arranged to operate said valve and the other end of the lever being arranged for operation by the stem of the piston, an exhaust-valve controlling the discharge of air from said brake-cylinder to the atmosphere,

7 and means operative with said lever for acthe said storage-chamber to the atmosphere, having an annular portion, an exhaust-valve operable with the piston for controlling said exhaust-passage, a hollow, spring-actuated valve having a port communicating with said annular passage, a valve in the hollow valve for controlling the port in the latter, and a yieldably-mounted valve adapted to be operated upon by auxiliary-reservoir air-pressure, arranged to act against said hollow valve.

3. In a device of the class specified, a casing having a chamber adapted to communicate with a train-pipe, a piston in said chamber having a fluted stem extending through a bore connecting the storage-chamber to the first-mentioned chamber, a valve controlling the flow of air from the storage-chamber to a brake-cylinder, a lever fulcrumed between its ends, one end being in position to operate said valve and the other end being in position for operation by the stem of the piston, an exhaust-valve for controlling the discharge of air from the brake-cylinder to the atmosphere, and an arm connected with and operated by the lever for actuating the exhaustvalve.

4. In a device of the class specified, a casing having a chamber adapted to communicate with a train-pipe, a piston in said chamber, a storage-chamber adapted to communicate with an auxiliary reservoir and also with a brake-cylinder, a valve for controlling the flow of the air from said storage-chamber to the brakecylinder, a lever fulcrumed between its ends, one end of the lever being arranged to operate said valve and the other end thereof being arranged for operation by the stem of the piston, an exhaust-valve controlling the exhaust from the brake-cylinder, an arm for actuating the exhaust-valve and operable by said lever, and a screen for closing the pistonchamber against the admission of dust and like matter.

5. In adevice of the class described, a casing havinga chamber adapted to communicate with a train-pipe, a storage-chamber in communication with the piston-chamber, above the piston, a chamber communicating with said storage-chamber and adapted to communicate with the brake-cylinder, and a pair of cooperating valves within said chamber for controlling the flow of air from the storage-chamber to the brake-cylinder freely fitted in their chamber and the lower valve having a vent-port through the same and the upper one being provided with a valve-section for closing said vent-port.

6. In a device of the class described, acasing having a chamber adapted to communicate with a train-pipe, a piston in said chamber having an upwardly-extending fluted stem, astoragechamber in which the upper end of the stem is located, said storage-chamber communicating with the piston-chamber by way of the passage through which said fluted stem passes, a brake-cylinder in communication with the storage-chamber, an air-reservoir in communication with said storage-chamber, a valve for controlling the flowol air from the reservoir to the brake-cylimler, and means operable with the stem for opening said valve to permit the flow of air from the reservoir to the brake-cylinder.

7. In a device of the class described, a casing having achamber adapted to communicate with a train-pipe, a piston in said chamber, a storage-chamber adapted to communicate with an air-reservoir and the air from which is adapted to act on the upper side of the piston, the train-pipe air acting upon the under side of said piston, a port leading from the under side of the piston, a chamber into which said port leads, adapted to communicate with a brake-cylinder, an upwardly-elosing valve in said liISt-lllODtIODGd chamber for preventing the backward flow of air from the brake-cylinder into said piston-chamber, an upwardlyopening double-seated valve for controlling the flow of air from said last-mcntioned chamber to a brake-cylinder, and a port extending from the upper side of the piston-chamber to said storage-chamber.

8. In a device of the class described, acasing having a chamber, a piston in said chamber, a storage-chamber above the piston-chamber and communicating with the latter by way of the passage through which the stem of the piston projects, a chamber, an upwardly-closing emergency air-retaining valve in a port adapted to coi'mnunicate with a brake-cylinder and having branches opening into said two last-mentioned chambers, a valved port leading from the upper side of the pistonchamber into the storage-chamber, a boxing containing an exhaust-valve, an exhaust-port controlled by said exhaust-valve and leading tothe atmosphere, a chambered valve, ported to communicate with said exhaust -port, a spring acting to press said chambered valve toward its seat, a chamber below said chambered valve, a valve yieldingly held against said chambered valve, a port connecting the last-mentioned chamber with the auxiliary reservoir, a port connecting said last-mentioned port with the storage-ehamber, a feedvalve, a port controlled by said feed-valve and communicating with the port that opens into the chamber containing said pair of valves and the emergency and emergency air-retaining valve, and means cooperative with the piston for actuating said feed and exhaust valves.

9. In a device of the class described, a casing having a chamber, a piston in said chamber, a storage-chamber above the piston-chamber and communicating with the latter by way of the passage through which the stem of the piston projects, a chamber, an urnvardly-closing emergency air-retaining valve in said lastmentioned chamber and a downwardly-closing double-seated emergency-valve also in said last-mentioned chamber, the emergency-valve being yieldably mounted, a port communicating with said last-mentioned chamber and also with the lower side of the piston-chamber, a third chamber, two valves in said third chamber, a port extending from the said third chamber to the storage-chamber and controlled by the lower of said two last-mentioned valves, said lower valve having a port controlled by an auxiliary valve upon the upper one, a port adapted to communicate with a brake-cylinder and having branches opening into said two last-mentioned chambers, a valved port leading from the upper side of the pistonchamber into the storage-chamber, a boxing containing an exhaust-valve, an exhaust-port controlled by said exhaust-valve and leading to the atmosphere, a chambered valve, ported to' communicate with said exhaust port, a spring acting to press said chambered valve toward its seat, a chamber below said chambered valve, a valve yieldingly held against said chambered valve, a port connecting the last-mentioned chamber with the auxiliary reservoir, a port connecting said last-mentioned port with the storage-chamber, a feedvalve, a port controlled. by said feed-valve and communicating with the port that opens into the chamber containing said pair of valves and the emergency and emergency air-retaining valve, and means cooperative with the piston for actuating said feed and exhaust valves and all of said valves having their working surfaces tapered.

10. A device of the class specified including a casing having a chamber adapted to communicate with a train-pipe, a piston in said chamber, a storage-chamber adapted to communicate with an auxiliary reservoir, a valve controlling the flow of air from said storagechamber to a brake-cylinder, means operable by the piston for opening said valve to permit the flow of air from the storage-chamber to the brake-cylii'ider, a chamber arranged to communicate with the storage-chamber and also with the brake-cylinder, and a pair of valves freely movable in the last-mentioned chamber, one of the valves having a port through the same and the other valve controlling said port.

11. In a device of the class described, a casing having a chamber adapted to communicate with a train-pipe, a piston in said chamber, a storage-chamber adapted to communicate with an auxiliary reservoir and also communicating with the piston-chamber, a valve for controlling the fiow of air from said storagechamber to a brake-cylinder, a second valve for controlling the exhaust from the brakecylinder to the atmosphere, and means operative with said piston "for operating said valves.

12. A device of the class described including a casin g having a storage-chamber, a chamber into which the air is initially delivered, means for controlling the flow of air from the second chamber to the storage-chamber, a third chamber having a double-seated emergency-valve, said third chamber being in communication with both of the first-mentioned chambers a port leading from the third chamber and adapted to be connected with a brakecylinder, a piston in said first-mentioned cham' ber, and supply and exhaust valves operable by the piston, the supply-valve controlling the supply of air from the storage'chamber to the brake-cylinder and the exhaust-valve controlling the exhaust of air from the brakecylinder to the atmosphere.

13. A device of the class described including a casing provided with a storage-chamber adapted to communicate with an auxiliary airreservoir, automatically-operative valves, one of which serves to control the flow of air from GVVILYM BOWEN.

Witnesses:

WILLIAM D. Runs, H. L. SMITH. 

